Transport of Natural Gas Through solution in Liquid Hydrocarbon at Ambient Temperature

ABSTRACT

A method of transporting natural gas by liquefaction of natural gas at ambient temperature, achieved by mixing the natural gas at high pressure with a hydrocarbon that is a stable liquid at ambient temperature and ambient pressure. The hydrocarbon liquid may be crude oil or a distillate of crude oil. The method includes: liquefaction: mixing the natural gas with the hydrocarbon liquid at an ambient temperature and a high pressure to generate a liquid mixture, which contains the natural gas dissolved in the hydrocarbon liquid; shipping: transporting the liquid mixture using a marine tanker, during which the liquid mixture is maintained at ambient temperature and the high pressure; and regasification: at the destination, releasing a gas from the liquid mixture by lowering the pressure of the liquid mixture. The hydrocarbon liquid may be used multiple times.

BACKGROUND OF THE INVENTION Field of the Invention

This invention relates to transportation of natural gas, and inparticular, it relates to a process of transporting natural gas throughsolution in liquid hydrocarbon.

Description of the Related Art

The supply of U.S. natural gas is growing at such a rate from so-calledunconventional or “shale gas” production, as to eventually warrant U.S.natural gas export. The U.S. presently does not export natural gasoffshore, although offshore export of natural gas is an establishedindustry outside of the U.S. 10% of global natural gas production in2014 was transported via maritime transport, as liquefied natural gas,LNG. Dominant export countries such as Qatar, Malaysia, Indonesia,Nigeria, and Australia, possess large natural gas fields that producevolumes greatly exceeding domestic demand. Natural gas import marketsvia maritime transport are predominantly in Japan, China, South Korea,India, and Taiwan.

The condition in which U.S. domestic supply exceeds demand is beginningto arise. U.S. natural gas production and consumption dominate globaldata: in 2014 the U.S. balanced production and consumption at 22% ofglobal totals. Only two other countries, China and Russia, accounted formore than 5% of global production or consumption. A U.S. natural gasoversupply condition may therefore potentially add substantial volumesto international natural gas markets.

Offshore marine transport of U.S. natural gas is therefore beingundertaken by U.S. industry and government. Improving the economicefficiency of marine transport of U.S. natural gas is therefore animportant effort. This invention contributes to that effort.

Onshore transportation of natural gas occurs almost exclusively bypipeline. Natural gas is not transported by pipeline across largeexpanses of water however, due to prohibitive pipeline and facilitiesmaterial and installation cost. Trans-ocean export of natural gastherefore occurs exclusively in discrete shipments by marine vessels.

Pipeline transport is comprised of flowing the gas in a continuousstream from a high-pressure point of origin to a lower pressure point ofsales. Over land, flowing a continuous stream through a pipeline issignificantly more cost effective than transporting the gas in discreteshipments by tanker truck or rail.

Discrete transport (marine vessel, rail, or tanker truck) is moreappropriate for hydrocarbon liquid than for natural gas, because a unitvolume of liquid hydrocarbon such as crude oil, gasoline, diesel, orkerosene contains a significantly larger quantity of energy than that ofnatural gas. To illustrate, at atmospheric pressure and ambienttemperature, a similar heating value is contained in 1 cubic foot ofcrude oil, as in 1000 cubic feet of natural gas. Therefore, 1000discrete shipments of natural gas at ambient conditions must occur totransport an equivalent energy quantity as 1 similar shipment of crudeoil.

Feasible discrete shipping of natural gas therefore requires that agiven gas heating value occupy a much smaller volume than that atambient conditions—its density must be increased. This is presentlycommercially accomplished at ambient pressure by lowering thetemperature of the gas sufficiently that it becomes liquid, orcompressing the gas at ambient temperature with sufficient pressure suchthat although it remains in gaseous form, it occupies a significantlysmaller volume. These are presently the two fundamental physicalapproaches employed to produce Liquefied Natural Gas—LNG, and CompressedNatural Gas—CNG, respectively, for discrete transportation of naturalgas.

Presently, LNG is a commercially feasible method of marinetransportation of natural gas. CNG to date has not been a commerciallyviable marine transportation option, despite numerous proposed projectsin the previous 50 years.

SUMMARY OF THE INVENTION

This invention provides an alternative to the two prevailing conceptsfor the offshore transportation of natural gas, LNG and CNG.

The alternative process is a liquefaction of natural gas at ambienttemperature, achieved by mixing the natural gas at high pressure with ahydrocarbon mixture that is liquid at ambient temperature and ambientpressure. Crude oil is the most prevalent and perhaps most appropriatehydrocarbon mixture that is liquid at ambient conditions. However, othersufficient hydrocarbon mixtures may include distilled products of crudeoil which are liquid at ambient conditions.

According to embodiments of this invention, the natural gas to betransported is mixed with a hydrocarbon liquid stock at ambienttemperature, and at pressures exceeding atmospheric pressure, for whichthe gas phase becomes a liquid phase through natural and well-knownhydrocarbon gas-liquid phase equilibria phenomena. As the gas is“dissolved” in the crude oil liquid, borrowing from the lexicon in thepetroleum engineering canon, within which natural gas—crude oil phaseequilibria has historically been most extensively studied, the mixedtransport liquid state is appropriately named Dissolved Natural Gas, orDNG.

The hydrocarbon liquid with which the natural gas to be transported ismixed, will be referred to as Liquid Hydrocarbon, “LH”, in the remainderof this application. LH is liquid at ambient temperature and pressure.Examples of LH include any crude oil, and any distilled derivative ofcrude oil that is liquid at ambient conditions, such as gasoline,kerosene, jet fuel, diesel, fuel oil, or liquids used to formulatenon-aqueous drilling liquids in the oil and gas well drilling industry.

DNG is a liquid, comprised of LH mixed with the natural gas, liquefied,to be transported. DNG exists, and is transported, at ambienttemperature and elevated pressure. Feasible DNG pressures are highrelative to current marine vessel pressure ratings—they may approach3500 psig. New marine vessel design and construction for safetransportation of high-pressure liquid will therefore be required toachieve DNG feasibility.

The liquefied natural gas is re-gasified at the transport destinationpoint at ambient temperature, by releasing the elevated pressure toambient pressure.

The DNG process differs fundamentally from the two prevailing marinetransport concepts, LNG and CNG. LNG is a liquid, by liquefaction ofnatural gas at atmospheric pressure and cryogenic temperature. CNG is agas, by compression of natural gas at elevated pressure and ambienttemperature. DNG is a liquid, by solution of natural gas in LH, atelevated pressure and ambient temperature.

The DNG process also differs from the two prevailing concepts in thatthe DNG gas that is re-gasified is not necessarily the same gas that isliquefied. Mixing with LH changes the natural gas composition, thedegree to which depends on the separate LH and natural gas compositions.LNG and CNG gases that are distributed at the destination port are thesame as that which entered the marine vessel—the LNG and CNG processesdo not change the transported natural gas composition.

Although LNG occupies a significantly smaller (˜⅓) volume than DNG, theprocess according to embodiments of this invention has a potentiallysignificant cost advantage over the LNG process because it occurs atambient temperature, therefore not requiring cryogenic and refrigerationequipment and power.

DNG will also not require as extensive conditioning of natural gas asfor LNG, that is, the removal of acid gases carbon dioxide and hydrogensulfide, removal of nitrogen and mercury, and dehydration. This priorLNG conditioning is necessary to meet product specifications, avoidcorrosion, and avoid equipment plugging, as carbon dioxide and waterwould freeze to a solid during cryogenic liquefaction, possiblyresulting in plugging and associated safety hazards and equipmentdamage. The DNG process may require dehydration and removal of hydrogensulfide to minimize corrosion, but other conditioning processes may notbe necessary.

DNG will not require the hydrocarbon fractionation necessary for LNG.Hydrocarbon fractions heavier than propane must be significantly reducedfor LNG because their freezing points are higher than the liquefactiontemperature for methane, ethane or propane. The formation of solidfrozen hydrocarbon must be avoided during the LNG process to avoidplugging and associated safety hazards and equipment damage.

The equipment and process required for natural gas conditioning andfractionation comprises a significant portion, ˜10%, of the totalcapital and operating cost of an LNG project.

All components of raw natural gas, including impurities, are dissolvablein LH. The DNG process will therefore not require conditioning orfractionation, and associated equipment.

Relatively low cost compression equipment, standard in oil fieldoperations, may be used to prepare DNG at the loading port, andrelatively low cost separation equipment, also standard in oilfieldoperations, may be used for regasification at the destination port.

The invention is similar to the CNG process in volume reduction, howeverit fundamentally differs in that CNG is gas, and DNG is liquid. It isanticipated that if DNG differentiates commercially from CNG, it will bepredominantly because DNG is liquid. If technological and safetydevelopments are advanced in liquid shipping container capability,specifically the cost efficient construction of large, high-pressuremarine vessels, and if these vessels provide technical, safety,environmental, and economic advantages in liquid transport over gastransport, the DNG process may achieve higher commerciality than CNG.

Two DNG transport paradigms may be implemented. First, a cargo of LH maybe mixed with the natural gas to be transported, to form DNG at theloading port, with such LH cargo used in multiple DNG trans-ocean trips.The natural gas dissolved in the LH during each trip may be re-gasifiedfor distribution at the destination port. The LH may remain on the ship,to be transported back to the loading port to be mixed with anothervolume of natural gas intended for trans-ocean transport. The crude maybe sold at any time, at market value.

Alternatively, the LH may be released and sold along with there-gasified natural gas at the destination port, upon first arrival, andwould not be used in multiple trips. The ship may then return to aloading port empty, take on new LH cargo, which may subsequently bemixed with a volume of natural gas intended for trans-ocean transport.

Additional features and advantages of the invention will be set forth inthe descriptions that follow and in part will be apparent from thedescription, or may be learned by practice of the invention. Theobjectives and other advantages of the invention will be realized andattained by the structure particularly pointed out in the writtendescription and claims thereof as well as the appended drawings.

To achieve these and other advantages and in accordance with the purposeof the present invention, as embodied and broadly described, the presentinvention provides a process of transporting natural gas, whichincludes: providing a hydrocarbon liquid at ambient temperatures andambient pressures, and mixing the natural gas with the hydrocarbonliquid at an ambient temperature and a high pressure to generate aliquid mixture, the liquid mixture containing the natural gas dissolvedin the hydrocarbon liquid; transporting the liquid mixture using amarine tanker from a first location to a second location, wherein theliquid mixture is maintained at ambient temperature and the highpressure; and at the second location, releasing a gas from the liquidmixture by lowering a pressure of the liquid mixture.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary and explanatory and areintended to provide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically illustrates the process and equipment of mixing ofnatural gas and LH in a DNG tanker according to an embodiment of thepresent invention.

FIG. 2 schematically illustrates the process and equipment of mixing ofnatural gas and LH in a mixing facility onshore and subsequent loadingof the DNG liquid to a DNG tanker according to another embodiment of thepresent invention.

FIG. 3 schematically illustrates the process and equipment ofregasification of natural gas by separation onshore according to anembodiment of the present invention.

FIG. 4 schematically illustrates the process and equipment ofregasification of natural gas in the DNG tanker according to anotherembodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of this invention use a fundamental physical property of anynatural gas—that it can be in gas-liquid phase equilibrium with any LH,at any temperature.

That is, when a volume of any natural gas at for example, ambienttemperature, is mixed with any LH and pressurized sufficiently, thenatural gas becomes a liquid, a component of the LH. A “swelling” of theLH volume occurs as the gas phase becomes liquid. Although the LH hasswelled, it does not contain a free gas phase—it is 100% liquid, atambient temperature.

Additional volumes of the natural gas that are mixed with the LH willalso become liquid, with sufficient further pressurization, andcritically, at ambient temperature. Continued addition of gas into theLH and increase in pressure will eventually result in the mixturebecoming a gas. This point of gasification may be reliably predicted andavoided however, as the compositions of the LH and natural gas areknown, and the phase equilibrium phenomenon is well understood andreliably predicted.

Crude Oil—the Universal Carrying Medium of Natural Gas

A technically and economically optimal LH is crude oil, given its lowcost and prevalence relative to LH alternatives, that is the distilledproducts of crude oil. The processed distillates of crude oil are moreexpensive than crude oil and less prevalent, geographically as they mustoriginate from refineries, and practically as they generally haveestablished, dedicated markets.

Crude oil is a naturally occurring hydrocarbon mixture that is a liquidat ambient conditions, that originated as a fluid, called petroleum,that resided in a subterranean reservoir. Petroleum formed from ancientorganic matter at elevated pressure and temperature, through naturalprocesses known as diagenesis and cracking, occurring over periodsmeasured in geologic time.

In the petroleum engineering lexicon, natural gas is indicated to be“soluble” in crude oil. It “dissolves”, or liquefies, into the crude oilwith elevated pressure. Such “solubility” is an exhaustively studiedphenomenon in the petroleum engineering canon.

Natural gas and crude oil are universally soluble, no matter thecompositions or subterranean origins of either. Any natural gas of anycomposition, from any gas field, is soluble in any crude oil from anyoil field. A natural gas produced in Texas is soluble in a crude oilproduced in Saudi Arabia. This is true despite the fact that there areno two identical crude oil compositions. Every crude oil is as unique asa fingerprint, yet all can be in phase equilibrium with any natural gas.

All crude oils and natural gases share hydrocarbon components. Naturalgas is predominantly methane, ethane, propane, butane, pentane, andsmaller amounts of hexane and heptane. All natural gases are comprisedof at least methane, and generally some, but not necessarily all, of theother hydrocarbons ethane-heptane. Methane is the “lightest” component,and heptane is typically the “heaviest” component in a natural gas,ranked according to molecular weight, smaller (light) to larger (heavy).

All crude oils contain some or all of these few primary gaseouscomponents, and many more, heavier hydrocarbon components.

Each of these components achieves a gas/liquid phase equilibrium, nomatter their relative amounts in either the natural gas or crude oilbeing mixed.

The entirety of components of a natural gas need not be present in thecrude oil, or general LH, to be liquefied. For example, an LH comprisedof a crude oil that does not contain methane, may still liquefy anatural gas that is pure methane. Similarly, the methane gas may beliquefied in gasoline, which does not contain methane.

Natural gas in fact is soluble in any liquid, hydrocarbon or not.However, the mass of natural gas that may be dissolved, at a givenelevated pressure, is maximum when the liquid is LH.

Natural gas impurities, that is, non-hydrocarbon components, the mostcommon of which are nitrogen, carbon dioxide, and hydrogen sulfide, alsogenerally occur in crude oil, and therefore appreciable concentrationsof these impurities in natural gas can also be dissolved in crude oil.

Crude oil, and any crude oil distillate that is a stable liquidhydrocarbon at ambient temperature and pressure, such as gasoline,kerosene, jet fuel, diesel, or fuel oil, therefore provide maximum DNGstorage capacity for natural gas, and importantly, are universallyavailable storage media.

Classification of Crude Oil and Natural Gas

Petroleum occurs in six general forms in subterranean reservoirs atelevated temperature and pressure:

-   -   Heavy Oil    -   Black Oil    -   Volatile Oil    -   Retrograde Gas    -   Wet Gas    -   Dry Gas

“Crude oil”, as referenced in this application, is defined as the liquidhydrocarbon that is stable at ambient pressure and temperature, whichresults from petroleum undergoing standard oilfield separationprocesses. Crude oil, as referenced in this application, does not resultfrom distillation processes that generate products such as gasoline,kerosene, jet fuel, diesel, fuel oil, or non-aqueous drilling liquids.

Of the six types of petroleum listed above, the first five yield ahydrocarbon liquid that is a stable liquid at ambient temperature andpressure, after application of standard oilfield separation processes.

Dry Gas, as implied, yields only hydrocarbon gas at ambient temperatureand pressure, no hydrocarbon liquid, and therefore could not serve as anLH.

Black Oil is the most common crude oil globally. Heavy Oil is comprisedof higher proportions of high molecular weight hydrocarbons, compared toBlack Oil, and comprises a significant share of global crude oilresources. Heavy oil is prevalent in countries such as Canada andVenezuela. Volatile oil is comprised of higher proportions of lowmolecular weight hydrocarbons, compared to Black Oil. Volatile Oil andBlack Oil occur in many regions of the world, notably in the “Shale Oil”reservoirs of the U.S.

Retrograde Gas and Wet Gas are predominantly gas in subterraneanreservoirs, but yield a stable liquid known as Condensate, at ambientconditions. Condensate is generated from retrograde and wet gases inmany regions of the world, notably in shale oil reservoirs in the U.S.

Heavy Oil, Black Oil, Volatile Oil, or Condensate, comprise “crude oil”,as referenced in this application. Crude oil may also be comprised of amixture of any of these liquids.

The basic oilfield separation process referenced above is common,standard oilfield phase separation process achieved by bringing thesubterranean fluid, via a well, to the surface, the conditions of whichare always of lower temperature and pressure than that of thesubterranean reservoir.

The decrease in temperature and pressure as a Heavy Oil, Black Oil orVolatile Oil flows up the well causes hydrocarbon gas to be released.This gas is called “associated gas”. The decrease in temperature andpressure of a Retrograde Gas or Wet Gas as it flows in the well to thesurface causes Condensate to evolve from the gas.

Once at the surface, the fluid is then directed through a large vesselcalled a separator. The separator decreases the velocity of the flowinggas and liquid mixture such that any crude oil—Heavy Oil, Black Oil,Volatile Oil, or Condensate—drops by buoyancy to the vessel bottom, tobe directed to a storage tank at ambient temperature and pressure, or toanother separator. Gas—Retrograde, Wet, Dry, or associated—is vented atthe separator top, to be directed to a high-pressure gas pipeline forsale. Oilfield separation is often comprised of more than one separator,each successively taking the liquid hydrocarbon of the upstreamseparator, to progressively lower pressures and temperatures.

Dry Gas, Retrograde Gas, Wet Gas, or associated gas, comprise the“natural gas” that is to be transported by the process described in thisapplication.

Volume Reduction of DNG

Relative to the LNG process, the volume reduction theoretically achievedby the DNG process is less, but is comparable to that of the CNGprocess.

The LNG process achieves an approximate 600-fold reduction in the gasvolume through cryogenic liquefaction at ambient pressure. That is, 600standard cubic feet (the volume at a specific ambient condition ofpressure and temperature is referred to as standard cubic feet, or scf)of conditioned, fractionated natural gas may be reduced to a liquidvolume of 1 cubic foot (ft³), after liquefaction. This reductionquantity shall be termed “compression ratio”. LNG has a compressionratio of 600 scf per ft³.

Ambient temperature CNG compression ratio volume is dependent uponpressure and the gas composition. Ambient temperature DNG compressionratio is dependent upon the pressure, and compositions of both thenatural gas and LH.

The following tables (Table II to Table IV) illustrate the LNG, CNG, andDNG compression ratios for various natural gases, and crude oil LH, at70 F and 1000, 2000, and 3000 psia, compared to the approximate 600-foldreduction achieved with LNG at −260° F. and atmospheric pressure. Thecrude oil LH types include those derived from Heavy Oil, Black Oil, andVolatile Oil.

Compression ratios for Condensate are not presented in the tables asthey are quite similar to that of Volatile Oil.

The crude oil LH types evaluated here are characterized by API gravity.API gravity is an index for the density of the crude oil—the higher theindex, the lower the density. Table I shows the API gravities of thecrude oil types chosen as LH examples.

TABLE I Crude oil type ° API Gravity Heavy Oil 25 Black Oil 35 VolatileOil 50

API gravity is also an indicator of molecular weight. The higher the APIgravity, the lower the molecular weight.

The natural gases evaluated here are characterized by “gas gravity”,which is the ratio of the molecular weight of the natural gas to themolecular weight of air.

The natural gases evaluated range from the lightest natural gas,methane, having a gas gravity of 0.57, to a heavy natural gas with a gasgravity of 0.85.

The DNG compression ratios in Tables II to IV are estimated with anequation of state model (SRK) developed in the petroleum engineeringcanon.

TABLE II LNG at −260 F. and 14.7 psia, CNG and DNG at 70 F. and 3000psia DNG DNG DNG Com- Com- Com- LNG CNG pression pression pressionNatural Com- Com- Ratio in Ratio in Ratio in Gas pression pressionVolatile Oil Black Oil Heavy Oil Gravity Ratio ratio (50° API) (35° API)(25° API) 0.57 617 237 162 111 79 (methane) 0.65 598 254 184 127 91 0.75571 277 223 155 112 0.85 545 295 Gas 199 144

TABLE III LNG at −260 F. and 14.7 psia, CNG and DNG at 70 F. and 2000psia DNG DNG DNG Com- Com- Com- LNG CNG pression pression pressionNatural Com- Com- Ratio in Ratio in Ratio in Gas pression pressionVolatile Oil Black Oil Heavy Oil Gravity Ratio ratio (50° API) (35° API)(25° API) 0.57 617 161 108 75 53 (methane) 0.65 598 177 120 85 60 0.75571 204 141 101 72 0.85 545 235 164 125 91

TABLE IV LNG at −260 F. and 14.7 psia, CNG and DNG at 70 F. and 1000psia DNG DNG DNG Com- Com- Com- LNG CNG pression pression pressionNatural Com- Com- Ratio in Ratio in Ratio in Gas pression pressionVolatile Oil Black Oil Heavy Oil Gravity Ratio ratio (50° API) (35° API)(25° API) 0.57 617 75 53 37 26 (methane) 0.65 598 80 58 41 29 0.75 57185 66 47 33 0.85 545 87 74 55 40

Tables II to IV indicate that the most effective crude oil type for DNGLH is Volatile Oil, as it has the highest compression ratios. This isbecause a Volatile Oil has a lower density than a lower API gravityBlack Oil or Heavy Oil, as a consequence of having a higher proportionof lighter hydrocarbon components. This higher concentration of lightercomponents allows for a greater mass of natural gas, composedpredominantly of the same lighter components, to establish gas-liquidphase equilibrium. For example, a 50° API volatile crude oil LH,receiving a 0.75 gravity natural gas, at 70° F. and 3000 psia, willpossess a DNG compression ratio of 223 scf/ft³.

In a tanker containing a 1 million barrel cargo volume, or 5.6 millionft³, a compression ratio of 223 scf/ft³ results in 1.2 billion scf ofnatural gas transported in the tanker, or 40% of a typical 3 billion scfLNG tanker cargo, in a typical 5 million ft³ LNG tanker.

Note the “Gas” indication for Volatile Oil at 3000 psig and 0.85 gasgravity. This indicates the DNG mixture cannot remain a liquid at 3000psig, but instead will become a gas. Obviously this is undesirable, asDNG is intended to be liquid, and therefore this pressure is to beavoided for a mixture containing 50° API volatile crude oil LH, and 0.75gravity natural gas, at 70° F. The pressure at which the liquid becomesgas is the “critical point pressure”. This phenomenon is discussedfurther in a later section.

DNG compression ratios for LH comprised of distilled products of crudeoil are indicated in Table V with the estimated values for gasoline,which is among the lightest of distilled products of crude oil, andtherefore having the highest of compression ratios.

TABLE V DNG DNG DNG Compression Compression Compression Ratio in Ratioin Ratio in Gasoline Gasoline Gasoline Natural (58° API) (58° API) (58°API) Gas Gravity at 3000 psig at 2000 psig at 1000 psig 0.57 192 129 64(methane) 0.65 215 142 70 0.75 Gas 163 78 0.85 Gas 185 86

The compression ratios for gasoline in Table V were estimated with anequation of state model containing 68 hydrocarbon components, as well aswith the SRK model, input with the calculated API of the gasoline, 58°.Good agreement was attained between the two models, verifying theefficacy of the SRK model.

Note that DNG cannot remain a liquid at 3000 psig and 0.75 and 0.85 gasgravities. 3000 psig exceeds the critical point pressures for gasolinemixed with these two natural gases.

LH Swell Factor

As mentioned previously, LH will expand, or “swell” upon natural gasdissolving in it. The LH swell factor, depends on oil and gascompositions, and pressure and temperature.

Swell factors for the LH and natural gas combinations considered inTables II to V are presented in Tables VI to VIII. These values wereestimated with the SRK model.

Table VI for example indicates that for 50° API volatile crude oil LH,receiving a 0.75 gravity natural gas, at 70° F. and 3000 psia, a swellfactor of 2.5 will result. That is, 1 ft³ of 50° API crude oil willswell to 2.5 ft³ when 557 scf (2.5×223) of 0.75 gravity natural gas isdissolved into it at 70° F. and 3000 psia.

The 2.5 cubic foot of swelled crude is not a gassy, or frothy liquid. Afree gas phase does not exist in it. It is 100% liquid.

Therefore, if 50° API crude oil is the LH, the cargo hold of the DNGmarine transport vessel may initially be only 40% (1/2.5) filled withLH, prior to mixing with the 0.75 gravity natural gas to be transported.After mixing the 0.75 gravity gas and 50° API crude oil at 70° F. and3000 psia, the cargo hold may be 100% full of DNG, due to swelling.

The proportion of the cargo hold volume that is comprised of LH alone,prior to mixing with natural gas, is therefore equal to the inverse ofthe swell factor.

TABLE VI DNG Swell Factor at 70 F. and 3000 psia Natural Gas VolatileOil Black Oil Heavy Oil Gasoline Gravity (50° API) (35° API) (25° API)(58° API) 0.57 1.600 1.323 1.205 1.876 (methane) 0.65 1.811 1.415 1.2582.247 0.75 2.523 1.614 1.366 6.520 0.85 Gas 2.092 1.576 Gas

TABLE VII DNG Swell Factor at 70 F. and 2000 psia Natural Gas VolatileOil Black Oil Heavy Oil Gasoline Gravity (50° API) (35° API) (25° API)(58° API) 0.57 1.332 1.199 1.131 1.444 (methane) 0.65 1.408 1.244 1.1601.547 0.75 1.558 1.329 1.213 1.763 0.85 1.777 1.480 1.302 1.862

TABLE VIII DNG Swell Factor at 70 F. and 1000 psia Natural Gas VolatileOil Black Oil Heavy Oil Gasoline Gravity (50° API) (35° API) (25° API)(58° API) 0.57 1.139 1.090 1.061 1.178 (methane) 0.65 1.162 1.105 1.0711.204 0.75 1.198 1.130 1.089 1.249 0.85 1.238 1.167 1.113 1.266

DNG Critical Point Pressure

As mentioned previously, increased addition of natural gas to LH atincreasing pressures and ambient temperature will eventually result inthe mixture becoming 100% gas instead of 100% liquid. The pressure atwhich this occurs is called the critical point pressure of the mixture.The critical point pressure depends on the composition of the LH andnatural gas. The critical point pressure is the maximum pressure atwhich DNG is viable.

Table IX provides the estimated critical point pressures for the LH andnatural gas mixtures presented in Tables II through V. These wereestimated using the SRK model.

The corresponding estimated compression ratios and swell factorscorresponding to these critical point pressures, for the previouslyconsidered LH and natural gas mixtures, are presented in Tables X andXI. These compression ratios approximate the maximum achievable for DNG.These compression ratios could only be achieved if DNG tanker cargoholds would be capable of containing the critical point pressures inTable IX.

TABLE IX DNG Critical Point Pressure (psia) at 70 F. Natural GasVolatile Oil Black Oil Heavy Oil Gasoline Gravity (50° API) (35° API)(25° API) (58° API) 0.57 5,425 9,407 13,322 4,306 (methane) 0.65 4,5407,576 10,538 3,732 0.75 3,562 5,726 7,856 3,054 0.85 2,864 4,232 5,7922,730

TABLE X DNG Compression Ratios at Critical Point Pressure (psia) and 70F. Natural Gas Volatile Oil Black Oil Heavy Oil Gasoline Gravity (50°API) (35° API) (25° API) (58° API) 0.57 314 365 401 283 (methane) 0.65305 347 377 281 0.75 294 328 350 277 0.85 286 310 328 276

TABLE XI DNG Swell Factors at Critical Point Pressure (psia) and 70 F.Natural Gas Volatile Oil Black Oil Heavy Oil Gasoline Gravity (50° API)(35° API) (25° API) (58° API) 0.57 4.277 4.174 4.344 3.769 (methane)0.65 5.073 4.687 4.811 4.603 0.75 6.651 5.501 5.428 6.704 0.85 8.8826.552 6.186 7.975

The results in the tables above are summarized in Table XII, in whichcompression ratios and swell factors are presented for a “practical” DNGpressure, and 70 F. Here, the “practical” DNG pressure is assumed to be3000 psia or lower. The basis for this pressure is the assumption that3000 psia may represent an upper bound for the cargo hold pressure of aviable, large DNG tanker.

TABLE XII Maximum “Practical” DNG Compression Ratios at 70 F. NaturalGas Compression LH Pressure Gravity Ratio ° API psia Swell Factor 0.57192 58 3000 1.876 (methane) 0.65 215 58 3000 2.247 0.75 223 50 30002.523 0.85 286 50 2864 8.882

The Change in Natural Gas and LH Composition

When natural gas dissolves in LH at elevated pressure, and thensubsequently comes out of solution from the LH due to a release of thatelevated pressure, the natural gas contains hydrocarbon mass, taken fromthe LH, which did not exist in the original natural gas. For example, ifthe original natural gas is pure methane, and the LH is crude oil, thereleased natural gas will contain methane, ethane, propane, butane,pentane, hexane, and heptane. The gas in this example becomessignificantly “heavier”, gauged by its molecular weight.

The composition of the released natural gas depends on the compositionof the original natural gas, the composition of the LH, the pressure ofthe DNG liquid mixture, and the conditions of pressure and temperaturerequired at the regasification facility during the release of gas fromthe DNG liquid mixture. The composition change may be dramatic as in themethane/crude oil example described above, or it may be subtle and eventoo small to measure in the case of an original natural gas thatcontains many or all of the hydrocarbon components.

As the natural gas composition changes, so too does the composition ofthe LH—whatever components are gained by the natural gas, are lost bythe LH. The change could be dramatic, as in the methane/crude oilexample, for which the crude oil would lose some of its ethane throughheptane components. The crude becomes “heavier” as its molecular weighthas increased because it contains heavier components in higherproportions after it is depleted of its lighter components.

The practical impact of the change in natural gas composition isdifficult to predict. The gas may increase in value if it containsheavier hydrocarbon components. However, if a destination market acceptsonly a lighter natural gas, and is not equipped to separate out theheavier components for sale, then the value of the released gas may bediminished.

The practical impact of the change in LH composition is that because itbecomes heavier, its API gravity decreases, and so the DNG compressionratio decreases. A volatile oil, for example, may trend, over multipleshipments, toward the composition of a black oil, and Tables II throughIV above show that compression ratio is decreased as a consequence. Thisdegradation in compression ratio is unavoidable and can only bemitigated by replacement of the LH with a fresh supply of higher APIgravity LH.

The DNG Process

According to an embodiment of the present invention, a process oftransporting natural gas through solution in liquid hydrocarbon atambient temperature generally includes the steps of liquefaction,shipping, and regasification of natural gas. These steps are describedbelow; however, those of ordinary skill in the art will appreciate thatin addition to the specific processes and equipment described below,some or all of the steps may be implemented by other means, includingmeans that may be developed in the future.

Step S1: The natural gas to be transported offshore is piped to theloading port.

Step S2: The LH is piped or shipped to the same port, and is transferredto the DNG tanker, or to a mixing tank facility onshore. If the DNGtanker is returning from a previous DNG transport trip, the LH willreside in the tanker.

Step S3 (optional): The natural gas may be conditioned by dehydrationand hydrogen sulfide removal at the loading port, prior to mixing withthe LH. The tanker may also utilize corrosion protection for hydrogensulfide.

Step S4: The natural gas and LH are mixed at ambient temperature andhigh pressure. The pressure is determined by the properties of the gasand crude and the desired compression ratio, and the pressureconstraints of the facility. In preferred embodiments, the high pressureis in the range of 500-3500, and more preferably, in the range of1000-3000. The compression ratios that can be achieved is generally inthe range of 20 to 300. The mixing process may occur in the DNG tanker(FIG. 1), or in a mixing tank facility onshore (FIG. 2).

If the mixing occurs in the DNG tanker, the tanker will have beenpartially loaded with LH. The partial loading of LH is necessary toaccommodate LH swelling, which is described in a section above. Underthis alternative, the natural gas must first be stored in buffer storagetanks, before being piped and compressed into the DNG tanker. The volumeof gas buffer tank storage and the duration of gas residency in thestorage tank will be dependent upon the number of DNG tankers andtransport duration. This buffer storage allows for a continual stream ofnatural gas into the loading port, while all tankers are at sea.

The number of tankers may be sufficient to not require buffer storage,that is, natural gas is continuously loaded onto tankers. It is likelyhowever, that the number of tankers necessary for continual loading willnot be cost efficient.

If the mixing occurs in a facility onshore, the DNG will reside in themixing facility, awaiting loading onto the tanker. The volume and numberof mixing facilities and the duration of DNG residency in the facilitieswill be dependent upon the number of DNG tankers and transport duration.This buffer storage in the mixing facilities allows for a continualstream of natural gas into the loading port while all tankers are atsea. Alternatively, the DNG may reside in buffer storage that isseparate from the mixing facility.

The mixing process may be one of a variety of processes, including:

-   -   Compressing the gas into the LH such that the gas can be        dissolved into the LH in the least amount of time and cost. This        may be achieved for example by percolating the gas through the        LH from the bottom of the mixing tank or DNG tanker. The time        for which gas will dissolve in LH is dependent on the flux rate        of phase change from gas to liquid, and the surface area of        flux. The rate of dissolution in a dynamic system is difficult        to predict given the large number of variables. However, the        flux area is obviously maximized with bubbles of gas. Further,        it is likely the bubbles will require circulation to prevent        buoyancy segregation. Segregated gas will not dissolve in a        reasonable time.    -   Compressing the gas into a holding tank (mixing tank) at the        desired pressure and ambient temperature, and then pumping the        LH into the holding tank in droplet or mist form. This method        may be inefficient as despite the large area of flux generated        with the misting of LH, insufficient circulation of the mist        will leave volumes of gas unexposed to LH, leaving quite        possibly large volumes of gas that will not be liquefied.

Step S5: Once the DNG tanker is loaded with high-pressure DNG liquid, itsails to the destination port.

Step S6: Upon arrival at the destination port, the DNG tanker isconnected to a regasification facility where natural gas is releasedfrom the DNG.

The DNG regasification facility may resemble the production separationfacility of a typical oil field, as indeed the cargo hold of an arrivingDNG tanker may be analogous to a subterranean crude oil reservoir. Thatis, both may initially be in a single-phase liquid state at highpressure.

DNG regasification may follow the standard crude oil production andseparation process. Crude oil in a subterranean reservoir flows into anoil well due to the high pressure in the reservoir, and a pressuregradient induced by opening a valve at the surface wellhead, into a lowpressure system. The oil travels up the well to the surface, releasingnatural gas in route as it continually decreases in pressure. Uponreaching the surface, the commingled oil and gas stream passes through achoke, which is used to control the rate of flow. The stream is thenpiped to an oil-gas separator, which is a vessel that, through its largediameter relative to the pipe, provides a significant decrease in thevelocity of the stream. This allows natural gas to separate from theliquid crude in the vessel, due to buoyancy. The gas is piped from thetop of the separator to an orifice-type meter which measures the gasvolume. The gas is then piped to the sales point. The liquid oil phaseis drained from the bottom of the separator, to a “stock tank” where theoil volume is measured. The crude oil is then transported to a refineryby pipe, truck, or rail.

The rate of flow from the reservoir continually decreases as thereservoir pressure depletes with continual removal of crude oil. Naturalgas may evolve in the reservoir, and will slow the pressure decline, andtherefore flow rate decline, to an extent.

The DNG regasification facility (FIG. 3) may be similar to the oil fieldproduction and separation facility, and may be implemented by thoseskilled in the relevant art without undue experimentation. Such a DNGregasification facility may not require a level of technicalsophistication, or equipment cost, exceeding that of a conventional oilfield facility. For example, the pressure rating of standard oil fieldproduction processing equipment is sufficient for estimated DNGpressures (3000 psig). The DNG cargo hold may be connected to a pipingsystem (analogous to an oil well) that is fitted with a valve (analogousto a wellhead), a choke, and an oil-gas separator. Initially closed, thevalve may be opened to allow the DNG liquid to flow from the cargo holdsdue to the high DNG pressure in the holds, and a pressure gradientinduced by the opening of the valve into the lower pressure separatorsystem, which may be comprised of one or more separator vessels. Thechoke may be adjusted to control the rate of flow into the separatorsystem, to achieve an optimal rate for effective separation. The gas maybe separated, measured, and piped to the sales point. The LH may bedrained from the separator and piped to a stock tank.

As in a subterranean reservoir, natural gas will evolve from LH in thecargo hold as DNG is removed, due to pressure depletion in the hold. Theevolved gas will maintain to some extent the pressure in the cargo hold,decreasing pressure depletion, and flow rate decline, to an extent.

The ambient temperature of the DNG tanker is likely to be significantlylower than the temperature of the subterranean reservoir, and this maypresent an increased risk of gas hydrate formation duringregasification. A line heater may therefore be required to maintain agas temperature above hydrate temperature. The greatest risk of hydrateformation will be at the choke, where the gas expansion cooling effectis maximum.

This process may continue until the pressure in the cargo holddiminishes to atmospheric pressure, at which point flow from the shipwill cease. A residual volume of both LH and natural gas will remain inthe cargo holds. The natural gas may be displaced with an inert gas to aflare system and burned, mitigating combustion risk in the cargo hold.The offloaded portion of LH in the onshore tank may then be piped backto the cargo holds of the ship where the sum of the residual andreturned LH volumes may be measured.

As with the subterranean reservoir analogue, the rate of flow ofoffloading DNG will diminish as DNG pressure is depleted in the cargohold, and as such, will result in extended offloading and regasificationduration. Efficiency in regasification duration is desired to maintainthe overall gas transport rate, which significantly impacts projecteconomics. A variation of this regasification process that may alleviateoffloading rate decline may include pumping water into the bottom of theDNG cargo hold such that the pressure in the cargo hold is maintained atthe DNG pressure. The water will displace entirely the DNG cargo, at theDNG pressure. This variation in the offloading method will result in theoffload rate being controlled by the water pump rate, with no ratedecline. This variation will also result in no natural gas evolving inthe cargo hold, minimizing combustion risk. Ship buoyancy of course mustbe maintained by some means as the water fills the cargo holds.

Alternatively, an unloading process may be designed in which only there-gasified natural gas flows from the tanker (FIG. 4), rather than DNGas described above. This alternative would therefore require only gasproduction facilities, as opposed to oil and gas production andseparation facilities required for the alternative above. The gas-onlyregasification facilities may therefore be less complex and lessexpensive. This natural gas only unloading may be possible for exampleif a volume of water is included with the LH in the cargo holds beforemixing of natural gas (or before the DNG is loaded into the tanker ifmixing occurs onshore), at the loading port. After loading DNG, the shipcargo holds will then contain a pressured two-phase system of water andDNG. As DNG and water are immiscible, the two phases will remainseparated, with no mixing, and with the water residing entirely underthe LH, due to buoyancy, on the bottom of the cargo hold.

Upon arrival at the unloading port, a discharge pipe connection on theship, located below the cargo hold DNG-water interface, may be connectedto an unloading facility, consisting simply of a piping system fittedwith a valve, a choke, and a water storage tank. Drainage of water willthen commence with opening of the valve, and flow rate controlled by thechoke. The water will be piped to the water storage tank. When amajority of the water has been drained, the valve will be closed andwater drainage ceased.

Draining the water releases pressure from the cargo holds, and allowsnatural gas to come out of solution from the DNG. The gas will form a“cap” on top of the DNG, and can then be piped off of the top of thecargo hold, through a choke controlling its flow rate, through anorifice type meter to measure its volume, and to the sales point. Oncegas flows from the cargo hold, pressure is further released, allowingmore gas to come out of solution and into the gas cap. The gasproduction process may include a line heater near the choke, to preventhydrate formation in the gas, since the ambient temperature gas releasedfrom the DNG will have a tendency to be cooled below hydrate formationtemperature due to expansion cooling at the choke.

Eventually, all gas will be released from the DNG and piped to sales,and the LH volume will remain. Water will then be piped back to thecargo holds, where it will be dumped into the LH, settling to the bottomof the cargo hold, to be in place during the next DNG loading.

This gas-only alternative offloading method possesses the same ratedepletion disadvantage as the first method described above, as thenatural gas flow rate from the cargo holds diminishes with depleting DNGpressure in the holds. Diminishing rate extends the duration ofregasification.

Step S7: Under any unloading alternative, the compositions of theseparated LH and gas may be measured. The gas composition may bemeasured during the unloading process to determine its market salesvalue, as the composition will differ from the composition of thenatural gas piped to the unloading port and liquefied to DNG, asdiscussed in a section above. The composition of the LH may be measuredto determine its capacity for DNG, that is, the DNG compression ratio,as the compression ratio decreases with each DNG shipment, due to APIgravity decrease. If the compression ratio is not sufficient, the LH maybe piped to stock tanks, where it may await transport to a refinery forsale.

Step S8: The DNG tanker sails with or without LH in its cargo holds, toeither a port to load fresh LH, or to return to the natural gas loadingport to load another shipment of DNG.

As alluded to above, the LH is progressively depleted of its lightercomponents as it transports multiple shipments of DNG, and willeventually likely need to be replaced with a fresh LH supply, as it willbe diminished of its DNG compression ratio capacity. The depleted LHvolume may be sold to defray the cost of the fresh volume, however therewould necessarily be a financial loss incurred, as the depleted LH willhave a lower market sales value than the newly purchased fresh crude.This loss would be a regular operating cost associated with the DNGprocess.

U.S. Crude Oil and Natural Gas Export Regulatory Impact

U.S. federal regulations controlling the export of crude oil and naturalgas will have a significant impact on the feasibility of DNG, LNG, andCNG.

The U.S. was the world's top oil producer and consumer in 2014, with 13%share of global production, and 20% share of consumption. While a netcrude oil importer, increasing volumes of U.S. crude oil production arestranded due to inadequate refining and pipeline capacities.

U.S. crude oil exports are governed by Section 103 of the 1975 EnergyPolicy and Conservation Act. The governing crude oil export controlagency, the Bureau of Industry and Security, of the U.S. Department ofCommerce, clarified the export policy in December 2014. The existingregulations (EAR 754.2) state that an export license is required forcrude oil, “ . . . defined as a mixture of hydrocarbons that existed inliquid phase in underground reservoirs and remains liquid at atmosphericpressure after passing through surface separating facilities and whichhas not been processed through a crude oil distillation tower. Includedare reconstituted crude petroleum, and lease condensate and liquidhydrocarbons produced from tar sands, gilsonate, and oil shale. Dripgases are also included, but topped crude oil, residual oil, and otherfinished and unfinished oils are excluded.”

Export licenses have been granted to crude oils such as those of theAlaska North Slope and Cook Inlet, and California heavy oil, and others.No export license has otherwise been granted for the majority of crudeoil produced in the U.S., under the Act.

On Dec. 18, 2015, Section 103 of the Act was repealed by the U.S.Congress. U.S. crude oil export does not therefore presently requireexport licensing, and is otherwise not prohibited by any U.S. law. Thefirst international export shipment of crude oil from a U.S. portfollowing the repeal occurred Dec. 31, 2015.

Any natural gas, including LNG and CNG, requires U.S. export licensing.The 1938 Natural Gas Act prohibits export or import of natural gaswithout both, the approval of the U.S. Department of Energy (DOE), and afacilities environmental impact review by the Federal Energy RegulatoryCommission (FERC). Since 2010, 35 applications for export licenses havebeen received by the DOE, and 9 have been approved, 6 conditionally. Thefirst LNG export is expected to occur in 2016.

DNG with LH that is a crude oil distillate such as gasoline, kerosene,jet fuel, diesel, or fuel oil will certainly not be prohibited fromexport, as indeed crude oil distilled products are a major U.S. exportcommodity. The U.S. was the top refiner of crude oil products in 2014with 20% of global share, and one-quarter of that was exported. Despitehistorically not exporting crude oil, the U.S. is a leading liquidhydrocarbon exporter, accounting for 7% global share, due to its crudeoil distilled products exports.

LH, per se, that is either crude oil or a crude oil distillate willtherefore not be prohibited by law from export. However, it is uncertainhow prohibitive DOE and FERC licensing regulations will be for DNGexport, with respect to the natural gas component of DNG, assuming theyhave authority over such. If DNG is regarded by law as either a crudeoil or a crude oil distillate, then DNG export will not be prohibited.

Economic Feasibility Comparison to CNG

Marine transport of CNG was first, and last, accomplished in 1965, witha ship having 1.3 MMscf natural gas cargo capacity. The project wasabandoned shortly after launch due to low gas price.

Since that first CNG venture, definitive marine CNG transport economicfeasibility has yet to be established, as no CNG projects have followed,to date, although land transport of CNG has proven viable over that50-year period.

Proposed marine transport CNG projects are presently designed for smallto moderate gas volumes and shipping distances: less than 600 MMscf/dprojects, and 500-2000 miles.

The average LNG tanker holds the liquid form of 3 billion scf of naturalgas, while a proposed large CNG tanker holds the compressed gas form of0.5 billion scf of natural gas. This arises from a typical cargo volumeof an LNG tanker of 5 million cubic feet, and that of a proposed largeCNG vessel, 2 million cubic feet. As LNG cargo size is therefore 2.5times larger than CNG, and the compression ratio is 2.4 times larger,assuming a CNG compression ratio of 250 and LNG compression ratio of600, the resulting LNG shipping volume advantage is a multiple of 6(2.5×2.4), as described above, 3 billion vs. 0.5 billion scf. Six CNGships are therefore required in this example to transport the samevolume of gas as one LNG tanker.

Other proposed CNG natural gas cargo sizes are 10% to 50%, depending onthe novel technology proposed, that of a typical LNG cargo size, 3billion scf. As illustrated above, a proportionally larger fleet of CNGships would therefore be required for any given project, to transportnatural gas at the same volume delivery rate as LNG.

The proposed CNG capital cost presently cannot support the larger fleet.Smaller fleets, as required by smaller natural gas volume deliveryrates, and/or shorter transport distances, may be economic.

80-90% of the capital cost of a CNG project is in ship construction, dueto the novel technology required for light-weight, high-strength gascontainment vessels. Therefore, despite the capital cost savings inunnecessary cryogenic and refrigeration equipment, CNG cannot competeeconomically with LNG for large natural gas delivery rates, or overlarge transport distances, because of high ship construction costs.

Proposed CNG project costs of conditioning and compression facilitiesare estimated to be $30-60 MM, unloading facilities $20-60 MM, and themajority cost, ship construction, $250 MM per ship. The total cost isestimated to be $0.3-2 billion, depending on the number of shipsproposed for the project, which depends on the gas volume delivery rateand round-trip voyage time.

DNG shipping economics will be similarly challenged as CNG, given thatcompression ratios for DNG are similar to or lower than that of CNG.Also, conditioning and compression capital costs, as well asregasification facility capital costs, may be similar to those proposedfor CNG.

However, the fundamental difference between CNG and DNG cargos, that CNGis gas and DNG is liquid, may prove important. If a technology isdeveloped that enables the construction of safe, large, pressurizedliquid-carrying vessels, safer and larger than gas-carrying vessels,then DNG transport may become economic relative to CNG.

For example, a typical crude oil tanker cargo volume is 1 millionbarrels, or 5.6 million cubic feet. For a DNG compression ratio of 223,from an example given above, a volume of natural gas of 1.2 billion scfcould be transported, if the crude oil tanker could be feasibly modifiedsuch that its cargo hold could withstand 3000 psia of internal liquidpressure at temperature 70 F. This volume is less than ½ of the volumeshipped by LNG, however it is more than double the typical volumesproposed for CNG projects.

This example is arbitrary—a typical crude oil tanker may or may not befeasibly retrofitted for high internal liquid pressure, and a vesselthat may eventually be feasible in transporting DNG at high liquidpressure may be larger or smaller than 1 million barrels. If however, a2 million+barrel DNG tanker at high liquid pressure may be feasiblyconstructed, than the transported volumes of natural gas by DNG willapproach that of LNG.

Like CNG, it is anticipated that the large majority of the DNG projectcapital cost will be comprised of the marine vessel construction cost,given the pressure and size requirements, and the relatively lowestimated costs for DNG loading and regasification facilities, describedin the next section. These facilities may not require technology orscope outside what is available in conventional oilfield gas injectionand production projects.

Comparison to LNG

The economic feasibility of DNG may be cursorily examined by comparingit to that of the current commercially proven, LNG method. A currentnominal capital cost of LNG infrastructure is $5 billion. Typically, 50%of this cost is comprised of the liquefaction facilities, 40% marinevessel, and 10% regasification facilities. As many LNG projects globallyare operating and planned, it is safe to assume most of these projectsare economic, under current low natural gas feed stock prices, and theprice premium LNG operators charge to LNG customers.

The economic return to LNG operators may be partly quantified by time tobreakeven, that is, the point at which cumulative revenue defrays thecapital investment, which may in turn be cast as number of deliveries tobreakeven. The smaller the number of deliveries to breakeven, thegreater the economic return. If the feasibility of DNG is defined as anequivalent number of breakeven deliveries to that of LNG, then a simpleanalysis is possible in which only a comparison of delivery size isrequired.

Following a previously described example, for a DNG tanker containing a1 million barrel cargo volume, or 5.6 million ft³, a DNG compressionratio of 223 scf/ft³ results in 1.2 billion scf of natural gastransported in the tanker, or 40% of a typical 3 billion scf LNG tankercargo, in a typical 5 million ft³ LNG tanker.

As the DNG shipment size in this example is 40% of a typical LNGshipment size, the maximum allowable DNG capital cost must be 40% of thetypical $5 billion LNG capital cost, or $2 billion, in order forbreakeven to occur in the same number of shipments.

If DNG onshore compression facilities and tanker capital costs can belimited to $2 billion for this example, then it is reasonable tospeculate that DNG economic viability would be similar to that of LNG.

This $2 billion DNG capital cost must be sufficient for the DNGconstruction and equipment scope, including that required to bring a 1million barrel, 3000 psig liquid tanker into service.

The example above results in a DNG project that is 40% of the scale ofthe LNG project, that is, it will transport only 40% of the gas rate ofthe LNG project. If the gas transport rate is to be the same as that ofthe LNG project, the DNG project will require a marine tanker fleet thatis 2.5 times larger than the LNG marine tanker fleet. $5 billion incapital investment must therefore include this larger DNG fleet if theDNG project is to have equivalent economics to the LNG project. If theDNG capital cost is less than $5 billion, including the larger fleet,then DNG will compete favorably with LNG.

As DNG onshore loading and regasification facilities will not requirecryogenic equipment or power, or gas conditioning or fractionationequipment, and instead will likely require currently availableconventional oilfield compression and production facilities andtechnology, it is reasonable to assume that the capital cost of onshoreDNG facilities could be significantly lower than that of LNG. Thecapital cost of a DNG tanker may be quite large, however, as large,pressured liquid tankers currently do not exist. Containment of DNGtanker construction costs may therefore be an important aspect of DNGeconomic feasibility.

The DNG tanker size that achieves a delivery size equivalence to atypical LNG tanker is that which contains a cargo volume of 2.5 millionbarrels. If the DNG capital cost, including the cost to build such atanker fleet, is less than $5 billion, then DNG will compete favorablywith LNG.

Although DNG loading and regasification equipment may not requireimproved technology relative to conventional oil and gas productionequipment, it may require an enlargement of scale compared to aconventional oil and gas production facility. An LNG regasificationfacility can unload an LNG tanker in less than 1 day, which is a 3billion scf gas per day unloading rate. This would require a DNG liquidunloading rate of 1 million stock tank barrels per day of LH, inaddition to 3 billion scf per day of natural gas, both of whichpresently are rare production rate magnitudes in the oil industry. Thisassumes that the 2.5 million barrels of DNG has a swell factor of 2.5,such that when the natural gas is released from the DNG, 1 million stocktank barrels of LH will result.

A production facility capable of 100,000 stock tank barrels of oil perday, or 1 billion scf per day is not uncommon in the oil industryhowever, which would result in a 10-day unloading period for a 2.5million barrel DNG tanker.

One alternative DNG regasification process described above is such thatthe LH remains in the DNG tanker, while the natural gas alone is ventedfrom the tanker. The DNG regasification facility for this process may becomprised of conventional natural gas production equipment only, whichwould entail lower capital costs than a facility comprised ofconventional crude oil production and separation equipment. Further,conducting 3 billion scf of natural gas in one or more days is notbeyond the current capabilities of large gas field productionfacilities.

Another element of DNG capital investment will be the cost of LH stock.Under the scenario by which a 1 million barrel tanker is utilized as aDNG tanker, and 40% of the cargo volume is filled with crude oil LH, toaccount for a swell factor of 2.5, then at $30 per barrel LH price, thecost of the crude volume would be $12 MM. This is less than 0.6% of theestimated feasible total cost of $2.2 billion, described above.

Larger tankers, which are likely favorable to DNG economics, wouldincrease the LH stock cost, proportional to the increase in cargovolume. For example, a 2.5 million barrel DNG tanker, described above,would require a $30 MM crude oil capital investment, at $30 per barrelcrude oil price.

If the LH cargo is to be used in multiple trips, rather than releasedand sold on the first trip to the destination port, this investmentwould be recovered at the end of the DNG project life, when the LH issold for the final time, at the LH market price, and no freshreplacement LH is procured. The sale proceeds would have a net presentsalvage value dependent on the time duration, and LH price movement,between purchase and sale.

It will be apparent to those skilled in the art that variousmodification and variations can be made in the natural gastransportation method and related apparatus of the present inventionwithout departing from the spirit or scope of the invention. Thus, it isintended that the present invention cover modifications and variationsthat come within the scope of the appended claims and their equivalents.

1. A process of transporting natural gas, comprising: providing ahydrocarbon liquid, the hydrocarbon liquid being a stable liquid atambient temperatures and ambient pressures; mixing the natural gas withthe hydrocarbon liquid at an ambient temperature and a high pressure togenerate a liquid mixture, the liquid mixture being a liquid containingthe natural gas dissolved in the hydrocarbon liquid; and transportingthe liquid mixture using a marine tanker from a first location to asecond location, during which the liquid mixture is maintained atambient temperature and the high pressure.
 2. The process of claim 1,wherein the hydrocarbon liquid is crude oil.
 3. The process of claim 1,wherein the hydrocarbon liquid is a distillate of crude oil.
 4. Theprocess of claim 1, wherein the mixing step mixes more than 20 volumesof the natural gas into one volume of the hydrocarbon liquid.
 5. Theprocess of claim 1, wherein the high pressure is above 1000 psia.
 6. Theprocess of claim 1, further comprising: prior to the mixing step,conditioning the natural gas, including dehydration and hydrogen sulfideremoval.
 7. The process of claim 1, wherein the mixing step occurs inthe marine tanker.
 8. The process of claim 1, wherein the mixing stepoccurs in a buffer storage tank, wherein the process further comprisesloading the liquid mixture from the buffer storage tank to the marinetanker.
 9. The process of claim 1, wherein the mixing step comprises:loading a volume of the hydrocarbon liquid into a mixing tank at ambienttemperature; and percolating the natural gas at high pressure throughthe hydrocarbon liquid from a bottom location of the mixing tank, andcirculating the mixture to prevent gas/hydrocarbon liquid segregation.10. The process of claim 9, wherein the mixing tank is the marine tankeror a buffer storage tank.
 11. The process of claim 1, wherein the mixingstep comprises: compressing the natural gas into a mixing tank atambient temperature; and pumping the hydrocarbon liquid at high pressureinto the mixing tank in droplet or mist form.
 12. The process of claim11, wherein the mixing tank is the marine tanker or a buffer storagetank.
 13. The process of claim 17, wherein the releasing step includes adegasification step which comprises: directing the liquid mixture fromthe marine tanker to one or more oil-gas separators via a piping system,wherein the separators are at ambient temperature and sequentially lowerpressures than the pressure in the marine tanker, and wherein the liquidmixture separates into the gas and a liquid in the separators, theliquid being a hydrocarbon liquid at ambient pressure and temperature;and piping the gas and the liquid out of the separators.
 14. The processof claim 17, further comprising, prior to the transporting step, loadinga volume of water in the tanker, wherein the releasing step includes adegasification step which comprises: draining some or all of the waterfrom the tanker, wherein the gas is separated from the liquid mixtureinto a gas cap space created by draining of the water; and piping onlythe gas out of the marine tanker while the gas continually fills the gascap space, eventually leaving a liquid hydrocarbon in the marine tanker,the liquid being a hydrocarbon liquid at ambient pressure andtemperature.
 15. The process of claim 17, wherein the releasing stepincludes a degasification step which comprises: pumping water into thebottom of the tanker cargo holds and displacing the liquid mixture fromthe holds while maintaining high pressure in the holds; and directingthe liquid mixture from the tanker to one or more oil-gas separators viaa piping system, wherein the separators are at ambient temperature andsequentially lower pressures than the pressure in the marine tanker, andwherein the liquid mixture separates into a gas and a liquid in theseparators, the liquid being a hydrocarbon liquid at ambient pressureand temperature; and piping the gas and the liquid out of theseparators.
 16. The process of claim 1, wherein in the mixing step, avolume reduction ratio of natural gas dissolved in the hydrocarbonliquid at a given pressure at the ambient temperature is lower than avolume reduction ratio of the same natural gas when the natural gas isapplied with the same given pressure at the same ambient temperature.17. The process of claim 1, further comprising: at the second location,releasing a gas from the liquid mixture by lowering the pressure of theliquid mixture.
 18. A process of transporting natural gas, comprising:transporting a liquid mixture using a marine tanker from a firstlocation to a second location, the liquid mixture being a mixture of thenatural gas with a hydrocarbon liquid maintained at an ambienttemperature and a high pressure, wherein the hydrocarbon liquid is astable liquid at ambient temperatures and ambient pressures, wherein theliquid mixture is a liquid containing the natural gas dissolved in thehydrocarbon liquid, and wherein during the transporting the liquidmixture is maintained at the ambient temperature and the high pressure;and at the second location, releasing a gas from the liquid mixture bylowering the pressure of the liquid mixture.
 19. The process of claim18, wherein the high pressure is above 1000 psia.
 20. The process ofclaim 18, wherein the releasing step includes a degasification stepwhich comprises: directing the liquid mixture from the marine tanker toone or more oil-gas separators via a piping system, wherein theseparators are at ambient temperature and sequentially lower pressuresthan the pressure in the marine tanker, and wherein the liquid mixtureseparates into the gas and a liquid in the separators, the liquid beinga hydrocarbon liquid at ambient pressure and temperature; and piping thegas and the liquid out of the separators.
 21. The process of claim 18,further comprising, prior to the transporting step, loading a volume ofwater in the tanker, wherein the releasing step includes adegasification step which comprises: draining some or all of the waterfrom the tanker, wherein the gas is separated from the liquid mixtureinto a gas cap space created by draining of the water; and piping onlythe gas out of the marine tanker while the gas continually fills the gascap space, eventually leaving a liquid hydrocarbon in the marine tanker,the liquid being a hydrocarbon liquid at ambient pressure andtemperature.
 22. The process of claim 18, wherein the releasing stepincludes a degasification step which comprises: pumping water into thebottom of the tanker cargo holds and displacing the liquid mixture fromthe holds while maintaining high pressure in the holds; and directingthe liquid mixture from the tanker to one or more oil-gas separators viaa piping system, wherein the separators are at ambient temperature andsequentially lower pressures than the pressure in the marine tanker, andwherein the liquid mixture separates into a gas and a liquid in theseparators, the liquid being a hydrocarbon liquid at ambient pressureand temperature; and piping the gas and the liquid out of theseparators.